Fuel-mixing device for internal-combustion engines.



0.. B. HATFIELD. FUEL MIXING DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED SEPT. 13, 1913.

Patented M21129, 1915.

CHARLES B. HATFIELD, on ELMIRA, NEW YORK.

FUEL-MIXING DEVICE FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Mar. 9, was.

I Application filed September 13, 1913. Serial No. 789,657.

To all whom it may concern Be it known that I, CHARLES B. HATFIELD, a citizen of the United States, residing-at Elmira, in the county of Chemung and State of New York, have invented certain new and useful lmprovementsin Fuel-Mixing Devices for Internal-Combustion Engines; and I do hereby declare the following to.be a full, clear, and exact description of the same,

reference being had to the accompanying drawings, forming part of this specification,

and to the figures and letters of reference marked thereon.

This invention relates to carbureters of that type wherein air is drawn around or past a liquid fuel supplying nozzle, the suction being effected through the partial vacuum created by the piston of an engine during its inspiration stroke.

In carbureters designed for this character of work and embodying a liquid fuel supplying nozzle it is well known that the liquid fuel discharged into the moving current of air is in a more'or less globular condition, that is to say, particles or globules of fuel are carried withthe air and remain in practically the same physical condition during their travel through the passages and into the cylinder. The fuelin this condition is not only injurious in its action on the walls of the cylinder, due to the fact that it deposits on said walls in a liquid condition, combines with the lubricant and produces carbonization, but its efficiency as a power producer is practically lost. Ideal conditions require that the fuel and air should be thoroughly homogenized with the fuel nebulized or reduced to the fin est possible condition. A gaseous condition is of course the highest ideal condition for effective operatiori, but is extremelv difficult if not impossible to attain in ordinary practice.

The present invention has for its obiect the production of a carbureter which will so nebulize the fuel as to prevent the ehtrv of particles of the same in a globular-condition into the engine cylinder and homogenize to a very high degree the air and fuel, from which the power of the engine is derived. In attaining the objects there is introduced into the passage between the fuel supplying nozzle and the engine through which passage the air and fuel is conducted, a series I or. multiplicity of baffle rods or members,

each preferably separate and distinct from the other, and so located that any globules or particles of fuel of appreciable size traveling through the passage will be intercepted and nebulized with the result that the air and fuel is supplied to the engine in a homogenous condition.

Referring to the accompanying drawings,Figure 1 is a longitudinal section through a carbureter embodying the present improvements; Fig. 2 is a cross section of the passage substantially on the line 2-2 of Fig. 1 showing one arrangement of the baffle members;-and Fig. 3 is a perspective View of the throttle valve which is conveniently. of the butterfly type, for the purpose of illustrating the present invention.

Like letters of reference in the several figures indicate the same parts.

The carbureter adopted for illustrating the invention embodies in its construction a float chamber A to which liquid hydrocarbon is supplied through any of the usual inlet valve devices controlled by a float B, located within the chamber A for maintaining a proper level of the fuel in said chamber. Centrally of the chamber there is a fuelsupplying nozzle C to which fuel ducts or passages a lead from the bottom of the float chamber, said passages extending through bridges or arms a formed preferably as an integral part of a conical member D which forms a passage for the inlet of air around the nozzle C, the restricted portion of the passage being located approximately at or slightly above the outlet opening in the nozzle. The member D is provided with an enlarged upper portion D having areversely arranged conical recess therein at d and said enlarged portion D is adapted to be connected with the head or top of the float chamber by a screw thread connection which will serve to retain the parts in their proper relation.

The cover on the float chamber is preferably formed to embody or contain the air passage leading from the fuel nozzle to the engine cylinder or manifold and for this 'purpose at one side it is provided with an enlargement E adapted for connection with the manifold or cylinder ofthe engine and having within it an air passage 6 which at its'inner end communicates with one side of the conical enlargement d of the member I). On the opposite side, the said head is provided with an enlargement and extension or particles of. fuel traveling with the air E having a pass'agetherein which communicates at its inner end with the conical enlargement (land at its outer end is adapted for the reception of a spring seated air inlet valve F preferably seating downwardly and having an adjusting screw f for its seating spring 7, whereby the admitted through the va ve F and through the conical nozzle formed by the member D may be regulated in accordance with now well understood practice.

The liquid fuel supplied to the nozzle C may be regulated by a needle valve G preferably threaded through the float chamber cover and provided with means such as the spring 9, whereby it may be retained, in adjusted position. I

The throttle valve, which as illustrated is of the butterfly type, is indicated at H, being located in the'passage e preferably in the enlargement E near the point where the carbureter is connected with the manifold or engine, or between the fuel nozzle and said end of the passageway. The throttle valve isadapted to be controlled by a lever A of usual construction, and its movements are limited by the'ordinary stop devices. In the passage e between the fuel nozzle and the engine connection there is located a multiplicity of bafiie members, which are in the form of battle rods 1, each preferably independent of the other and in such staggered relation to each other that globules through said passage will be inevitably intercepted, and through the action of'the small bafiie rods, effectually nebulized and the air fuel thoroughly homogenized. The battle rods I referred to are, in the most effectivearrangement known to me at present, of various lengths and project radially into the passageway, such arrangement not only serving to more effectually intercept any globules or particles of fuel, but leaving the largest possible cross sectional area of the passage for the travel of the air and fuel through the passage. In other words, this arrangement of the bafiie rods obstructs the passage at any particular point, the least of any arrangement, and in fact reduces its capacity for carrying the air and fuel inappreciably. The battle rods are preferably also supported at the ends onlv, and while two of the rods are shown in Fig. 2, as ex-' tending entirely across the passage at right angles to each other, the major portion of the rods are supported at one end only, this arrangement having ,been found particularly efiicient, possibly 'due'to the fact that under the influence of the air currents through the passageway a minute vibratory motion is imparted to the rods which is highlv effective in securing the desired nebulization or vaporization of the fuel, with which the rods will be wetted during roportions of air' of bafiie rods K of graduated length and in" staggered relationship, the length of the rods being so graduated that they will intercept any particles or globules of fuel regardless of the adjusted position ofthe valve, z'. e., whether fully opened or vpartly closed, and these battle-rods K are each independent ofthe other, and each is preferably mounted in the valve so as to leave its ends freel The carbureter illustrated is provided with a means whereby fuel may be injected between the throttle valve and engine .connection or manifold, for the purpose of starting the engine at which time a surplus of fuel is necessary. This means embodies a small pump cylinder L having apiston m therein and communicating at its lower portion through a passage Z with the float chamber. At its upper end the cylinder L is provided with an exit orifice N leading into the passage 6 beyond the throttle valve H and with a spring pressed check valve n to complete the elements'of a pump. The piston m is preferably spring-pressed downwardly, and the lower end of the cylinder L is provided with a swivel arm 0 to which a bell crank piston operating member P is attached, whereby it may be swung around the cylinder in any direction so that it may be operated by a pull cord or wiresecured in the eye 7). This pump cylinder L is conveniently formed as an integral part of the float chamber A, and its upper end fitted into a recess which terminates in the outlet Mwhen the cover member is applied. 7 The arrangement is such that a surplus of fuel may be iniected in advance of the throttle valve and batiies to facilitate starting'in the well understood manner. 1

Having thus'described my invention, what I claim as new and desire to secure by Letters Patent of the United States, is:

1. In a fuel mixerfor internal combustion engines, the combination with thejconduit through which the fuel mixture is conducted from the carbureter to the engine, of a multiplicity of baflle rods rigidly supported at one end only and'arranged radially in staggered relation in said conduit. out of contact with each other, and each flexible and susceptible of being set into vibration by the flow of fuel mixture throughthe conduit whereby globules of fuel contacting therewith will be nebulized. Y 2. A fuel mixer, for internal combustion engines embodyinga carbureter, an outlet pipe through which thefuel mixture is conducted to the engine, and a multiplicity of baiiie rods each of relatively small cross sectional area projecting from the peripheral wall radially in said passage in staggered relation and with their inner portions outof contact with each other, whereby fuel globulestraveling with the air will be intercepted and nebulized.

3. A fuel mixer forinternal combustion ngineseinbodying a carbureter, an outlet pipe through-which'the fuel mixture is conducted to the engine and a multiplicity of f liafile rods each of relatively small cross secengines, the combination with the conduit tional area and of varying length projecting from the peripheral wall radially insaid passage in staggered relation and with their inner portions out of contact with each other, whereby fuel globules traveling with the air will be intercepted and nebulized.

4. In a fuel mixer for internal combustion through which the fuel mixture is conducted from the carbureter to the engine, of a multiplicity of bafile rods rigidly supported at oneend only and arranged radially in said conduit, out of contact with each other, and each flexible and-susceptible of being set into vibration by the flow of fuel mixture through the conduitwhereby globules of fuel contacting therewith will be nebulized.

5. A fuel mixer for internal combustion engines, embodying a carbureter, an outlet .pipe through Whichthe fuel mixture is conconducted from the carbureter to the engine,

of a multiplicity of vibratory bafile rods supported at one end only, projecting freely in said pipe out of contact with each other, and with their free ends exposed to the air traveling through the pipe.

CHARLES B. HATFIELD. Witnesses:

I. S. COPELAUS,

James F. Woonroan'. 

